1978 Honda CX500
specifications

CX500 Silver Wing  | CX500 Turbo  | 650 Turbo | Comstar problems | Cam chain

Around 400,000 CX500 Hondas were manufactured between 1977 and 1983, and that's a very respectable production run for a motorcycle that was roundly derided (no pun intended) by the majority of the world's bike press.

It was top heavy, had an overly soft front fork, had a soft rear end, had a habit of snapping cam chains, didn't handle particularly well, and needed to have the engine removed for relatively minor jobs.

But for all its faults, the bike arrived at the right time and was blessed with enough virtues to overcome the rash of vices. It was, after all, fairly reliable. It didn't lose its cool in traffic. It was reasonably fast and could hold 70 - 80mph for extended periods. It was comfortable, saddlewise. It was well equipped. Had decent enough brakes (except for some markets where the twin front discs were reduced to a single).

It was priced competitively too, and if you kept one of these running on a daily basis as a commuter or despatch rider, the bike rewarded you by starting on the button and staying started until you stopped it.

The shaft-drive took a few miles to get used to. Snap open the throttle and the bike would lurch up at the rear. Close the throttle too quickly and the rear end would squat. And if you did either of those actions on a bumpy and/or slippery bend, you'd probably give yourself a fright as the bike fought to adjust to the conflicting dynamics. However, it usually stayed rubber side down.

Also, the bike featured Comstar wheels; pressed steel/riveted items that looked cheap and eventually suffered from loosening of the aforementioned rivets. Reliable information is sketchy and conflicting, but the general opinion is that the dissimilar metals used in the construction of the wheels (aluminium and stainless steel) led to corrosion issues, particularly in wetter climates.

But for all that, it was a generally fairly stable platform, and you could (eventually) get used to the top-heaviness, and even get to like it, smug in the knowledge that you've managed to conquer this particular mountain.

Routine servicing was fairly straightforward. Adjusting valve clearances was simple. Changing oil and plugs was easy. The ignition needed no maintenance. And when you had to remove the engine to sort out the clutch or gearbox, even that was relatively hassle-free. The engine, after all, was a stressed member. It was bolted beneath the frame and could quickly be detached.

General corrosion could be a problem. The lacquer peeled from the engine and wheels. And the frame could sprout rust if you didn't stay ahead of it. But these bikes rolled on forever, some with prodigious mileages—and the CX is still rolling, an increasing number having been chopped or otherwise customised, with CX500 cafe racers now fairly commonplace if you know where to look.

Part of the secret to enjoying these bikes is to first deal with any outstanding cam chain issues (Honda did eventually properly address this problem). Then consider fitting heavier a duty front fork and heavier duty rear shocks (Honda did upgrade the fork). Then fit up-to-the-minute brake pads and discs, and keep an eye on those Comstars (or fit wire wheels for a more "classic" look).

Like the air-cooled VW Beetle, this duck started ugly and became beautiful in the eyes of hundreds of thousands of beholders. The survival rate is fairly high, so you should be able to find one if you seek. But finding quality unmolested bikes is much trickier. They're out there. But where exactly?

Many variants were built. CX500A/B (standard/street), CX500C (cruiser), CX500D (standard/street), CX500E (standard/street), CX500TC (turbo), GL500 Silver Wing (cruiser), GL650 Silver Wing (cruiser), and GL500I (I for Interstate: US market)

The claimed power for the standard/basic CX500 was 48hp. That rose to a claimed 82hp for the CX500 Turbo, and 100hp for the 674cc Turbo version.

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1978 Honda CX500 Specifications

Engine: Transverse, liquid-cooled, 4-valve per cylinder, OHV V-twin
Capacity: 498cc

Maximum power: 48hp

Maximum torque: 34lb-ft @ 7,000rpm
Top speed: 105mph
Compression: 10:1
Bore x stroke: 78mm x 52mm

Ignition: CDI

Induction: Twin 34mm Keihin carburettors

Starting: Electric
Gearbox: 5-speed

Clutch: Wet multi-plate
Final drive: Shaft drive
Front tyre: 3.25 x 19-inch
Rear tyre: 3.75 x 19-inch

Wheels: Comstars
Front brakes: Dual 275mm disc
Rear brake: 160mm drum

Front fork: 33mm telescopic

Rear suspension: Twin shock/dampers

Fuel capacity: 3.7 gallons (17 litres)

Weight: 452lbs

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